CN215475133U - Power transmission device for railway vehicle - Google Patents
Power transmission device for railway vehicle Download PDFInfo
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- CN215475133U CN215475133U CN202122271766.1U CN202122271766U CN215475133U CN 215475133 U CN215475133 U CN 215475133U CN 202122271766 U CN202122271766 U CN 202122271766U CN 215475133 U CN215475133 U CN 215475133U
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- axle gear
- gear box
- gearbox
- transmission shaft
- transfer case
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Abstract
A power transmission device for railway vehicles comprises an engine, a gearbox, a hydraulic retarder, a fixed shaft, a reversing transfer case and an axle gear box. The hydrodynamic retarder and the transmission component have multiple matching modes. When the vehicle applies power braking, the kinetic energy of the vehicle is transmitted to the hydraulic retarder, the kinetic energy is converted into heat energy through friction work inside the hydraulic retarder, the running speed of the vehicle is reduced by the braking force generated by friction, and the speed control of the vehicle is realized.
Description
Technical Field
The utility model relates to a railway vehicle power transmission device, in particular to a railway vehicle power transmission device provided with a hydraulic retarder.
Background
With the construction of the railway line of the Chinese and western China, the line conditions are increasingly complex, and the mileage of the long and steep road is increased at a high speed. At present, a railway system is used for a line maintenance vehicle, and when a line section of a continuous long and large slope runs on a downhill, a brake needs to be applied for a long time to control the running speed of the vehicle. If the brake shoe is used for braking and controlling the speed, the brake shoe is overheated, the braking performance is reduced, and the running safety of a vehicle is influenced; on the other hand, the brake shoe is abraded too fast, the replacement frequency of the brake shoe is accelerated, and the normal use of the vehicle is influenced.
Disclosure of Invention
The utility model aims to provide a railway vehicle power transmission device provided with a hydraulic retarder, which can be operated on a long and large slope and can be used for applying hydraulic braking to assist in controlling the running speed of a vehicle, and the braking safety is higher under the condition of not influencing the normal use of the vehicle.
The technical scheme of the utility model is as follows: the hydraulic retarder comprises a hydraulic retarder and a transmission part, wherein the transmission part comprises an engine, a gearbox, a reversing transfer case, an axle gear box I and an axle gear box II; the matching mode between the hydraulic retarder and the transmission part is as follows:
the engine is connected with the gearbox, the hydraulic retarder is arranged in the gearbox in parallel, the gearbox is connected with the input end of the reversing transfer case through a transmission shaft, the output end of the reversing transfer case is connected with the first axle gear box through the transmission shaft, and the output end of the first axle gear box is connected with the second axle gear box through the transmission shaft;
or the engine is connected with the gearbox, the gearbox is connected with the input end of the reversing transfer case through a transmission shaft, the hydraulic retarder is arranged in the reversing transfer case in parallel, the output end of the reversing transfer case is connected with the first axle gear box through the transmission shaft, and the output end of the first axle gear box is connected with the second axle gear box through the transmission shaft;
or the engine is connected with the gearbox, the hydrodynamic retarder is installed between the gearbox and the input end of the reversing transfer case in series, the output end of the reversing transfer case is connected with the first axle gear box through the transmission shaft, and the output end of the first axle gear box is connected with the second axle gear box through the transmission shaft.
The gearbox is connected with a hydraulic retarder through a transmission shaft, the hydraulic retarder is connected with the input end of the reversing transfer case through the transmission shaft,
the power transmission device is arranged on the lower plane of the frame.
The utility model provides a power transmission system with a hydraulic retarder, wherein the hydraulic retarder and a transmission part have multiple matching modes. When the vehicle applies power braking, the kinetic energy of the vehicle is transmitted to the hydraulic retarder, the kinetic energy is converted into heat energy through friction work inside the hydraulic retarder, the running speed of the vehicle is reduced by the braking force generated by friction, and the speed control of the vehicle is realized.
Drawings
FIG. 1 is a schematic mechanism diagram of embodiment 1 of the present invention;
FIG. 2 is a schematic mechanism diagram of embodiment 2 of the present invention;
FIG. 3 is a schematic mechanism diagram of embodiment 3 of the present invention;
FIG. 4 is a schematic diagram of the connection of the hydrodynamic retarder to the transmission member;
in the figure, the device comprises an engine 1, an engine 2, a gearbox 3, a hydrodynamic retarder 4, a frame 5, a reversing transfer case 6, an axle gear box I, an axle gear box II, an axle gear box 8, a gear shaft 9 and a transmission shaft.
Detailed Description
Embodiments of the present invention are described below with reference to fig. 1-4.
In fig. 1, the utility model is installed on the lower plane of a frame 4 and comprises an engine 1, a gearbox 2, a reversing transfer case 5, a hydrodynamic retarder 3, an axle gear box I6 and an axle gear box II 7. The engine 1 is connected with the gearbox 2, the hydrodynamic retarder 3 is installed in the gearbox 2 in parallel, the gearbox 2 is connected with the input end of the reversing transfer case 5 through the transmission shaft, the output end of the reversing transfer case 5 is connected with the axle gear box I6 through the transmission shaft, and the output end of the axle gear box I6 is connected with the axle gear box II 7 through the transmission shaft.
When the vehicle runs at a high speed, the hydraulic retarder 3 does not work, and the output power of the engine 1 is transmitted to the axle gear box I6 and the axle gear box II 7 through the gearbox 2 and the reversing transfer case 5 to drive the vehicle to run.
During power braking, the transmission 2 automatically cuts off power transmission with the engine 1, and kinetic energy of the vehicle is converted into heat energy through the hydraulic retarder 3 connected with the transmission 2 in parallel, so that the running speed of the vehicle is reduced, and the control speed of the vehicle is realized.
In fig. 2, an engine 1 is connected with a gearbox 2, the gearbox 2 is directly connected with the input end of a reversing transfer case 5 through a transmission shaft, a hydraulic retarder 3 is installed in the reversing transfer case 5 in parallel, the output end of the reversing transfer case 5 is connected with a first axle gear box 6 through the transmission shaft, and the output end of the first axle gear box 6 is connected with a second axle gear box 7 through the transmission shaft.
When the vehicle runs at a high speed, the hydraulic retarder 3 does not work, and the output power of the engine 1 is transmitted to the axle gear box I6 and the axle gear box II 7 through the gearbox 2 and the reversing transfer case 5 to drive the vehicle to run.
During power braking, the transmission 2 automatically cuts off power transmission with the engine 1, and kinetic energy of the vehicle is converted into heat energy through the hydraulic retarder 3 connected with the reversing transfer case 5 in parallel, so that the running speed of the vehicle is reduced, and the control speed of the vehicle is realized.
In fig. 3, the hydrodynamic retarder 3 may be installed in series. The engine 1 is connected with the gearbox 2, the gearbox 2 is connected with the hydrodynamic retarder 3 through a transmission shaft, the hydrodynamic retarder 3 is connected with the input end of the reversing transfer case 5 through the transmission shaft, the output end of the reversing transfer case 5 is connected with the axle gear box I6 through the transmission shaft, and the output end of the axle gear box I6 is connected with the axle gear box II 7 through the transmission shaft.
When the vehicle runs at a high speed, the hydraulic retarder 3 does not work, and the output power of the engine 1 is transmitted to the axle gear box I6 and the axle gear box II 7 through the gearbox 2, the hydraulic retarder 3 and the reversing transfer case 5 to drive the vehicle to run.
During power braking, the transmission 2 automatically cuts off power transmission with the engine 1, and kinetic energy of the vehicle is directly transmitted to the hydraulic retarder 3 through the reversing transfer case 5 and converted into heat energy, so that the running speed of the vehicle is reduced, and the control speed of the vehicle is realized.
In fig. 4, the hydrodynamic retarder is provided with a gear shaft 8, the gear shaft 8 is meshed with a gear on a transmission shaft 9 on the power transmission device, the transmission shaft on the power transmission device can be a transmission shaft in a gearbox, can be a transmission shaft in a reversing transfer case, and can also be a transmission shaft between an engine and the gearbox, the gear shaft on the hydrodynamic retarder is always meshed with the transmission shaft on the power transmission device and rotates along with the transmission shaft, and when the hydrodynamic retarder works, a device connected with the gear shaft of the hydrodynamic retarder works by filling oil to provide resistance, so that a hydrodynamic braking function is achieved; when the hydrodynamic retarder does not work, the device connected with the gear shaft of the hydrodynamic retarder does not charge oil and provide resistance, and the transmission of power is not influenced.
Claims (3)
1. A railway vehicle power transmission characterized in that: the hydraulic retarder comprises a hydraulic retarder (3) and a transmission part, wherein the transmission part comprises an engine (1), a gearbox (2), a reversing transfer case (5), an axle gear box I (6) and an axle gear box II (7);
the matching mode between the hydrodynamic retarder (3) and the transmission part is as follows:
the engine (1) is connected with the gearbox (2), the hydrodynamic retarder (3) is installed on the gearbox (2) in parallel, the gearbox (2) is connected with the input end of the reversing transfer case (5) through a transmission shaft, the output end of the reversing transfer case (5) is connected with the axle gear box I (6) through the transmission shaft, and the output end of the axle gear box I (6) is connected with the axle gear box II (7) through the transmission shaft;
or the engine (1) is connected with the gearbox (2), the gearbox (2) is connected with the input end of the reversing transfer case (5) through a transmission shaft, the hydrodynamic retarder (3) is installed in the reversing transfer case (5) in parallel, the output end of the reversing transfer case (5) is connected with the axle gear case I (6) through the transmission shaft, and the output end of the axle gear case I (6) is connected with the axle gear case II (7) through the transmission shaft;
or the engine (1) is connected with the gearbox (2), the hydrodynamic retarder (3) is installed between the gearbox (2) and the input end of the reversing transfer case (5) in series, the output end of the reversing transfer case (5) is connected with the axle gear box I (6) through a transmission shaft, and the output end of the axle gear box I (6) is connected with the axle gear box II (7) through a transmission shaft.
2. The railway vehicle power transmission device as claimed in claim 1, wherein: the speed changing box (2) is connected with the hydrodynamic retarder (3) through a transmission shaft, and the hydrodynamic retarder (3) is connected with the input end of the reversing transfer case (5) through the transmission shaft.
3. The railway vehicle power transmission device as claimed in claim 1, wherein: the power transmission device is arranged on the lower plane of the frame (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122271766.1U CN215475133U (en) | 2021-09-18 | 2021-09-18 | Power transmission device for railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122271766.1U CN215475133U (en) | 2021-09-18 | 2021-09-18 | Power transmission device for railway vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215475133U true CN215475133U (en) | 2022-01-11 |
Family
ID=79769671
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122271766.1U Active CN215475133U (en) | 2021-09-18 | 2021-09-18 | Power transmission device for railway vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215475133U (en) |
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2021
- 2021-09-18 CN CN202122271766.1U patent/CN215475133U/en active Active
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